RU2113012C1 - Method for control of city line carriers - Google Patents

Abstract

FIELD: city traffic control systems. SUBSTANCE: method involves request loop of checkpoints from central dispatching station in automatic mode, request loop of carriers which are in effective range of checkpoints, transmission of information which has been received from carriers to central dispatching station which provides processing of received information and correction of traffic schedule. Driver's display receives difference between actual arrival to terminal point from schedule time, searching carriers which are located in effective range of terminal point, calling for voice communication with dispatcher and successful receiving of information from carrier by central dispatching station. Dispatcher control mode method involves calling for voice communication with driver of arbitrary carrier in order to achieve alternation of schedule, route or number of carriers on line. Carrier which is located in effective range of terminal point can call dispatcher. When emergency situation appears or driver is subjected to assault, terminal point receives short message through additional narrow band channel about emergency or assault. Then information which is contained in information message is transmitted to central dispatching station. EFFECT: increased efficiency. 3 dwg

Description

 The invention relates to methods for controlling routed vehicles and can be used in automated dispatch systems for urban passenger transport.

 A known method of regulating the time intervals of the movement of mobile units on the transport highway, based on the formation of the specified intervals of movement of the moving units on isolated routes. However, this method does not allow to obtain a uniform interval of movement of moving units on a section of the transport network, common to several routes, since the movement of moving units is regulated on each of the isolated routes independently of other routes [1].

 A known method of regulating the movement of moving units, based on the formation of specified intervals of moving units on isolated routes, in which the average time interval between moving units is determined based on the actual intervals of movement of moving units, the absolute deviations of the actual intervals of moving units from the received average are calculated, form spatial relative shift of sequences of time intervals of moving units prostrate on the site, common to isolated routes, and form the planned time of departure of moving units from the final control points of isolated routes [2].

 The method of regulating the movement of moving units, in which the moments of arrival of moving units is recorded at checkpoints, is more accurate in controlling the movement of moving units moving at arbitrary intervals, this time is compared with the planned arrival time and the deviation of the actual time from the planned one is calculated, and new planned moments of time of arrival of mobile units at checkpoints from the condition of minimum additional total operating costs and transmit this information formation for the driver to change the speed in proportion to the change in the planned time of arrival at checkpoints [3].

 A known method of controlling movement, implemented using a transceiver unit for a control system of moving objects. An inductive coupling antenna connected to the device is installed in the stop zone under the pavement. A district dispatch center is connected to the device via a two-wire communication line. On a mobile unit, a constantly working transmitter is installed, equipped with a dispatcher call button, a microphone and an inductive coupling antenna, as well as a constantly working receiver with a loudspeaker and an inductive coupling antenna. This method allows the dispatcher to automatically detect the presence of moving units at stops equipped with the device, and to call the voice drivers at these stops; to a driver whose vehicle is not equipped with equipment or whose equipment is defective, get a connection to talk with the dispatcher at a stop equipped with a device; to the driver of the mobile unit through the dispatcher to get in touch with the city emergency services. The disadvantages of the proposed method are the need for an exact stop over the inductive antenna mounted under the road surface, low quality of communication channels using wire lines, their low throughput and frequent damage during earthworks [4].

 A known method implemented in a device for collecting and transmitting information about the movement of buses, which consists in the fact that from the control point (KP) produce a periodic survey on the radio line of buses stopping in the coverage area of the KP. When the bus stops in the coverage area, the KP form and transmit the code of the bus to the KP. Upon receipt of the request transmitted over the radio channel from the control post, using the bus equipment, information is generated and transmitted over the radio channel on the route number and the order number in the route in the form of a repeated positional ternary correction code with pulse frequency and amplitude modulation. The CP equipment accepts this code, converts it into a ternary repeatable positional corrective code with a polar sign, and relay this code via a wired channel to a linear dispatch center (LDP). On the LDP, this code is received by the reception and decoding unit of code combinations, automatic control of bus regularity is carried out, based on a comparison of the transit time of the control unit with the traffic schedule set by the dispatcher to the program machine before the bus leaves the flight, documenting the results of control at the end of the turn, collecting and transmitting to the central control center (DAC) via a wire link for data on the operation of routes assigned to this LDP, namely: the number of people acting on the route poisons, the number of buses in downtime, returns, switches and orders, a signal about the occurrence of a long violation of the regularity of buses on the route. The DAC equipment receives information from linear control rooms, displays it in digital form on a control room, and, if necessary, enters it into a computer. However, this method also uses wired communication lines between the linear and central control centers [5].

 The closest in technical essence, adopted as a prototype, is a method for regulating the movement of transport units, in which each mobile unit, each control point and each route is assigned a specific number. Before the start of the shift, information about the end time of the shift, the specified intervals of the movement of transport units between two consecutive checkpoints of all routes in the form of time settings (maximum and minimum), as well as directories of each transport unit containing, in addition to other information, its number and route, sign the first mark at the checkpoint (at the beginning of the shift is 0), entered in the calculator. The minimum and maximum time settings of the movement of transport units between two consecutive control points of the route are determined, respectively, as the difference and the sum between the standard travel time and the permissible deviation of this time. In the reference book of the transport unit in real time, the number of the checkpoint passed by the transport unit last, and the time of its passage are entered. When the mobile unit is first recognized at any control point, the sign of the first mark is changed, the number and direction of movement of the transport unit are recorded. The information received is transmitted to the calculator, where on the basis of the last checkpoint passed by the given mobile unit and its direction of movement, the number of the checkpoint at which the recognition occurred and the corresponding time settings are determined. When the difference between the current time and the recognition time recorded by the calculator timer goes beyond the limits defined by the settings, the calculator calculates the change in the speed of the transport unit, during which the transport unit compensates for the deviation from the set travel time to the next control point and which is indicated to the driver of the transport unit display unit. Before each transition to waiting for the travel signal of the checkpoint, the end of the shift is checked, and if the current time exceeds the end time of the shift, the algorithm ends the work. If the difference between the current time and the time the mobile unit is recognized exceeds the upper time setting by means of the display unit, the dispatcher will be shown the number of the transport unit, the route, the number of the last checkpoint that has been passed, which allows you to determine the emergency stop section of the transport unit. Thus, this method is more informative than the previous one [6].

 The task underlying the proposed method is to expand the functionality by introducing new operations, improving the quality of management thanks to the operative voice communication of the drivers and the dispatcher due to the fact that each information packet with a duration equal to the sampling period of the speech signal contains both telemetric and and voice information transmitted in digital form with time division multiplexing and anti-interference coding so that the request and response messages are transmitted independently channels, and reducing the time needed to assist passengers and the driver in case of emergency (for example, in case of an accident or an attack on the driver) by repeatedly transmitting from any point of the route from the mobile unit an additional shortened informational message with a sign of an accident or attack, respectively additional narrow-band channel, the frequency band of which is located below the frequency band of the main information channels to improve the conditions for the propagation of radio waves in urban conditions and stable reception at the central control station (CDP) signal accident or attack signal both when the mobile unit to the control point range (up to 100 m from it), or at any point in the route, and also outside it.

 The problem is solved as follows. When implementing the method of controlling the movement of ground transport, each control point (CP), each mobile unit (ПУ), each route is assigned a specific number, for each mobile unit, a movement schedule is set, the travel time of the control points is fixed and compared with the set point, according to the proposed method, from the central control center in a automatic mode, cyclically interrogate the control points, which in turn cyclically interrogate the mobile stations located in their coverage area units and relay the information received from mobile units to the central control center, where they process the received information, store it, display and adjust traffic schedules based on the analysis of statistical data, indicate to the driver the deviation of the actual arrival time at the checkpoint from the planned one, finding the mobile unit in the area of the control point, a call from the dispatcher for voice communication and the successful reception of information from the mobile unit by the central control center ohm, in the supervisory control mode, which is carried out in parallel and independently with the automatic one, because each information packet with a duration equal to the sampling period of the speech signal contains both telemetry and speech information transmitted in digital form with time division multiplexing and noise-encoding so that request and response messages are transmitted via independent channels; drivers are called from the central control center for voice communications to quickly change the schedule of traffic On the basis of the operator’s request, they display data on mobile units, call the dispatcher from the mobile unit located in the coverage area of the control point, and in case of an emergency or attack the driver from the mobile unit located as in the coverage area of the control point (at a distance of up to 100 m from it), and any point of the route, as well as outside it, is transmitted to the control point through an additional narrow-band channel, the frequency band of which is located below the floor the wasp of the frequencies of the main information channels and ensures reliable reception of information in urban conditions, a shorter package with a sign of an accident or attack, respectively, then the information received as part of the information package via a high-frequency channel is relayed to the central control center.

 A new technical result consists in the fact that during the exchange of information between the mobile unit and the central control center through a control point operating as an active repeater with the accumulation of information, each information packet with a duration equal to the sampling period of the speech signal contains, as telemetry information about the parameters of the movement of the mobile unit (for example, its number, route number, order number in the route, number of the last checkpoint passed and at least two previous numbers control points for determining the direction of movement, the presence or absence of signs of an accident or an attack on the driver), the technical condition of the mobile unit (for example, loading, average fuel consumption, average speed in sections, maximum speed, malfunctions, etc.), and speech transmitted in digital form with time division multiplexing and anti-interference coding so that the request and response messages are transmitted via independent channels. In addition, a shortened information package is repeatedly transmitted from the mobile unit, containing, in addition to the mobile unit number and at least two numbers of the last control points passed (to determine the direction of movement), signs of an accident or attack, respectively. This package is transmitted via an additional narrow-band channel, the frequency band of which is located below the frequency band of the main information channels in order to improve the propagation conditions of radio waves in urban conditions and to sustainably receive an emergency signal or an attack signal at the CP as if the mobile unit was in the control zone (at a distance up to 100 m from it), and at any point on the route, as well as outside it, which can significantly reduce the time required to assist passengers and the driver.

 Thus, the proposed method in comparison with the prototype allows you to expand the functionality by introducing new operations and improve the quality of management thanks to the operative voice communication of the drivers and the dispatcher due to the fact that each information packet with a duration equal to the sampling period of the speech signal contains both telemetry and and voice information transmitted in digital form with time division multiplexing and anti-interference coding so that the request and response messages are transmitted via The dependence channels. In addition, in the event of an emergency (for example, an accident or an attack on the driver) from a mobile unit located at any point on the route or outside it, transmit to the control point through an additional narrow-band channel, the frequency band of which is located below the frequency band of the main information channels and provides reliable reception of information in urban conditions, a shorter package with a sign of an accident or attack, respectively, then the information received as part of an information package at high frequencies th channel relayed to a central control room.

 Analysis of known technical solutions allows us to conclude that the claimed technical solution is not known from the prior art, which indicates its compliance with the criterion of "novelty."

 The essence of the claimed invention for a specialist does not follow explicitly from the prior art, which allows us to conclude that it meets the criterion of "inventive step".

 The possibility of using the proposed method in the dispatch control system of urban transport allows us to conclude that it meets the criterion of "industrial applicability".

 The essence of the proposed method is illustrated by drawings, in which Fig. 1 shows a structural diagram of a supervisory control system for ground transport, Fig. 2 is a possible design of a control panel and an indication panel, and Fig. 3 is an example of a structural organization of an information package.

 The proposed method is implemented using the system of supervisory control of ground transport (see Fig. 1), which includes mobile unit devices (UPE) containing channel-forming equipment 1 near radio channel, transmitter 2, controller 3 UPE and remote control and display unit 4 UPE, devices control points comprising a receiver 5, channel forming equipment 6 of the near radio channel, a controller 7 KP, channel forming equipment of 8 far radio channels, and devices of a central control center containing channel forming equipment 9 of the long-range radio channel, file server 10, automated workstations of dispatchers (ARMD) 11 (1) ... 11 (n) and auxiliary personnel 12 (1). . .12 (k). The channel-forming equipment of the near and far radio channels includes, for example, transmitters, receivers, and communication channel adapters. As an adapter, in particular, a specialized computer with a high-speed serial interface can be used.

 On the panel of the control unit and display UPE (see figure 2) display, for example, an indicator 13 of the presence of PE in the coverage area of the CP, indicator 14 of the driver call PE of the dispatcher of the DAC, indicator 15 of the successful reception of information from a mobile unit by the central control center, indicator 16 deviations from the schedule, as well as discrete information input authorities, for example, an attack signaling button 17, an alarm signaling button 18, a voice call manager button 19, and a communication session end button 20 (“hang up”).

 When turning on the equipment of the central control room from the automated workstations of the auxiliary personnel 12 (1) ... 12 (k), the system parameters are initially set up: for each control point, each mobile unit, each route is assigned a specific number, for each mobile unit a movement schedule is set (travel time of each control point of the route).

 The central control room operates in parallel and independently in two modes - automatic and dispatch control.

 In automatic mode with the DAC, a continuous polling of all control points, reception of information on the movement parameters along the routes of the moving units and their technical condition, processing, storage, display of the received information and adjustment of movement schedules based on the analysis of statistical data are continuously performed.

 Each control point is an active repeater with the accumulation of information. From the control point, a cyclic scan of the control zone and sequential interrogation of all control units located in the control zone are continuously performed. The equipment 1 near the UPE radio channel is turned on for reception and transmits information only at the request of the CP. If the PE code located in the control zone of the control unit coincides (as evidenced by the on state of the indicator 13 of the presence of the control unit in the control zone on the panel of the control unit 4 of the UPE display), the telemetry information is transmitted to the control unit with the request code using the equipment transmitter 1 of the near radio channel PE movement parameters (for example, PE number, route number, order number in the route, number of the control point passed by the last and at least two numbers of previous control points to determine the direction of movement, signs of the presence or absence of an emergency or attack on the driver), the technical condition of the engine (for example, loading, average fuel consumption, average speed in sections, maximum speed, malfunctions, etc.). The receiver of the equipment 5 near the radio channel KP receive information from the UPE, the controller 7 is encoded by an individual code for this KP and using channel-forming equipment 8 of the far radio channel KP transmit this information to the DAC. Using the channel-forming equipment 9 of the distant radio channel, the DAC receives the information packet, using the file server 10 processes the received information, calculates the deviation of the actual arrival time of the transmitter on the control unit from the planned one, and the transmitter 9 sends a signal to the transmitter on the receiver through the control unit about the successful reception of information by the central control center and deviation from the graph. The controller 3 UPE process the received information and the indicator 16 displays the driver on the panel of the remote control 4 and display UPE the deviation of the actual time of arrival at the CP from the planned, and the successful reception of information from the central control station signal indicator 15 on the panel 4. After that, the survey KP control zones continue in ascending order of PE numbers. If several control units are located in the control zone, then the survey of control units is carried out in ascending order of their numbers. Since response messages are generated only after receiving a request by their number, the possibility of simultaneous emission of signals from several UEs is excluded, and thereby the possibility of failures caused by the imposition of information is excluded.

 The equipment of the near radio channel has a range of about 100 m. This allows the use of low power transmitters, which reduces the cost of the system and ensures compliance with sanitary standards for radio emissions. In addition, an increase in the radius of action of the transmitters, and hence the control zone of the control unit, would lead to a decrease in the accuracy of determining the location of the UE. The indicated value of the control zone is sufficient for several PEs to be located in it simultaneously, it does not require an exact stop at a certain point and the exact orientation of the PEs.

 The exchange of information between UPE and KP, between KP and TsDP is carried out on a radio channel. Organize two channels of information transfer: direct - from the DAC to the CP and then from the CP to the UPE and the reverse - from the UPE to the CP and further to the CDP. All signals, including speech, are transmitted in digital form by an anti-interference code with temporary compression by start-stop packets with a repetition rate equal to the sampling frequency of the speech signal. Packets of information are transmitted inside each channel (both direct and reverse), for example, in the following form (see Fig. 3): start package 21, address of the voice package 22, sign of the voice package 23, the actual package 24, the address of the telemetry package 25, a sign of telemetric transmission 25, the actual telemetric transmission 26 and stop transmission 27. The transmission period T is inversely proportional to the sampling frequency of the speech signal.

 Information packages are transmitted by an anti-interference code with the detection and correction of errors (for example, a Reed-Solomon code), which can significantly increase the noise immunity of the transmitted information. After successfully receiving information from the mobile unit, the central control station sends a successful reception signal in a response message. In the absence of a successful reception signal, a second request is sent. With a long absence of a signal of successful reception, a conclusion is made about a malfunction of the KP or UPE equipment, which is indicated to the dispatcher to take measures to eliminate violations of the system.

 In the supervisory control mode, which is carried out in parallel and independently with the automatic one, the driver of any UE, or the drivers of a given route, or the drivers who are in the zone of a given KP, or - with a circular call - all drivers to promptly change the schedule, the route, the number of cars on the route, depending on the change in passenger flow (for example, during public events), when weather conditions change (for example, a decrease in speed during icing, rain, etc.), to ozhnoy situation (e.g. road repairs, road traffic accident, and the like); display intermediate data for any control unit, about all control units for the reporting period (shift, day, etc.) in a form convenient for the dispatcher (for example, in the form of a table or a mnemonic diagram on the terminal screen or printed on the printer). The final document is a statement of wages and accounting documents on fuel consumption, PE mileage, etc., which are provided for reporting to higher organizations.

 When the dispatcher calls 11 (1) ... 11 (n) the PE driver for voice communication, the call indicator 14 on the panel of the control unit 4 of the UPE control and indication is turned on by voice. After receiving a call signal for voice communication, the driver of the PE located in the coverage area of the CP (as evidenced by the on state of the indicator 13 of the presence of PE in the CP area), talks to the dispatcher. After the conversation, the driver of the PE or the dispatcher sends a signal to end the communication session ("hang up").

 If the PE driver needs communication with the dispatcher, then, being in the coverage area of any control unit, the driver presses button 19 on the panel of the control and display panel 4 and, after receiving the dispatcher’s permission for voice communication, talks to the dispatcher. At the end of the communication session, the driver presses button 20.

 In a circular call, the dispatcher calls the drivers of all PEs. Those UEs that are in the coverage area of a KP perceive this message. Simultaneously with the transmission of the voice message, it is recorded in digital form in the memory of the file server 10. When the UE arrives at the CP, which was absent there at the time of the transmission of the circular message, using the KP equipment they transmit information about the arrival of this UE to the DAC. The receiver of the equipment 9 of the distant radio channel of the DAC receives the information packet, uses the file server 10 to process the received information and, together with the transmission of the acknowledgment signal and the deviation time from the schedule, sends the dispatcher’s speech message from the file server 10 memory.

 In the event of an emergency (for example, in an attack on the driver or in an emergency), the driver of the PE presses the corresponding button on the control and display panel of the UPE (for signaling an emergency situation - button 18, for signaling an attack - button 17), and calling it as part the main information package, the corresponding bits of which are set to a single state, are relayed to the DAC through the CP in the coverage area of which it is located. For stable reception in urban conditions from any point of the route, as well as outside it, signals about an emergency or an attack on the driver are additionally provided on the transmitter - transmitter 2, and on the control unit - receiver 5. The transmitter 2 repeatedly transmit the UPE shortened telemetry package containing except for the number of the mobile unit and at least two numbers of the control points passed by the last (to determine the direction of movement), respectively, signs of an accident or attack. This package is transmitted via an additional narrow-band channel, the frequency band of which is located below the frequency band of the main information channels. The receiver 5 KP receive this package, the controller 7 KP process it and as part of the information package via a high-frequency channel transmit to the DAC. Such transmission of signals about an accident or attack by two independent information packages at different frequencies allows you to stably receive an alarm signal or an attack signal both when the mobile unit is in the control zone (at a distance of up to 100 m from it), and at any point on the route, as well as outside it, which can significantly reduce the time required to assist passengers and the driver. UPE transmitter 2 and KP receiver 5 operate at a lower frequency than the main frequency (for example, several megahertz), have a narrower data transmission channel, lower data transfer speed, therefore, the equipment is simpler and cheaper than the equipment of the far and near radio channels. The range of the transmitter 2 and receiver 5 is greater than the distance between any two control points and is 3 ... 5 km.

 Thus, the positive effect of the proposed method consists in expanding the functionality due to the introduction of new operations and improving the quality of control due to the operative voice communication of the drivers and the dispatcher due to the fact that each information packet with a duration equal to the sampling period of the speech signal contains both telemetric and digitally transmitted voice information with time division multiplexing and anti-interference coding so that the request and response messages are transmitted on independent channels. In addition, in case of emergency (for example, in case of an accident or an attack on the driver), additionally from a mobile unit located at any point of the route or outside it, they are transmitted to the control point via an additional narrow-band channel, the frequency band of which is located below the frequency band the main information channels and ensures reliable reception of information in urban conditions, a shorter package with a sign of an accident or attack, respectively, then the information received as part of the information message and high-frequency channel relayed to a central control station, which can significantly reduce the time required to assist passengers and the driver.

Claims (1)

 A method of controlling the movement of ground transport, based on the task for each mobile unit of its number, the route number, fixing the time it took to pass the checkpoints, comparing it with the set one, characterized in that in automatic mode from the central control center they make a circular survey of control points, which, in turn, cyclically interview the mobile units located in their coverage area and relay the information received from the mobile units to the central control center where they process the received information, store it, display and adjust traffic schedules based on the analysis of statistical data, indicate to the driver the deviation of the actual time of arrival at the checkpoint from the planned one, the location of the mobile unit in the coverage area of the checkpoint, a call from the dispatcher for voice communication, and successful reception of information from a mobile unit by the central control room, in the dispatch control mode, carried out in parallel and independently with automatic bla In addition, each information packet with a duration equal to the sampling period of the speech signal contains both telemetry and speech information transmitted in digital form with time division multiplexing and anti-interference coding so that the request and response messages are transmitted via independent channels from the central control center call drivers for voice communication to quickly change the schedule, route, number of cars on the route, at the request of the operator, they display data on mobile units In the event of an emergency or an attack on the driver from a mobile unit located at any point on the route or outside of it, they are transferred to the control point using an additional narrow-band channel, the frequency band of which is located below the frequency band of the main information channels and ensures reliable reception of information in urban conditions, a shorter sending with a sign of an accident or a nap, respectively eniya, then this information as part of the information packages on high-frequency channel relayed to a central control room.

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